Triumph TR6:
Parts, Suppliers & What to Avoid

The Car: Triumph TR6 in Brief

Produced between 1968 and 1976, the Triumph TR6 was the last of the classic TR roadsters and the last to wear the Michelotti-influenced body (actually a restyle of the TR5 by Karmann of Germany). It is also the best-selling TR of all time, with over 94,000 built — the vast majority destined for North America.

There are two fundamentally different TR6s. The UK and export (PI) model used the Lucas PI (Petrol Injection) system on the 2.5-litre straight-six, producing around 150bhp. The North American model replaced the PI system with twin Stromberg carburettors to meet emissions regulations, producing a milder 104bhp in its most restricted form. The two cars share most bodywork, suspension, and interior components, but diverge significantly on the drivetrain — and finding fuel injection parts for the PI model is one of the defining challenges of owning one.

The TR6 appeals because of its combination of genuine sporting character, a usable cabin for two, and strong community support. Parts availability is reasonable compared to many British classics, though far from universal — a structured sourcing approach matters.

Most Common Restoration Parts by Category

TR6 owners consistently need the same categories of parts. Here is an honest breakdown of what you will encounter and what to prioritise.

Body: Start Here

Sills (rocker panels) are the TR6's Achilles heel. They are structural members — not cosmetic trim — and a car with compromised sills is unsafe regardless of how good it looks. Inner and outer sills rot from trapped moisture, and the rot often extends into the floor pan and A-post. Never buy a TR6 without probing the sills. Budget for sill replacement in virtually every restoration; the good news is that repair sections and full sill replacements are well-sourced from the main TR6 specialists.

Floor pan sections and boot floors are similarly well-supported. Door skins are available but require careful fitting — alignment issues are common with pattern panels. Front and rear valances are cosmetically important pieces for show cars and available from the main suppliers.

Mechanical: The PI Split

The key distinction for any TR6 restoration is whether the car has the original Lucas Petrol Injection (PI) system or the later carburettor setup. For PI cars:

The Metering Unit is the heart of the Lucas PI system — a mechanical fuel distribution device that is both the source of the system's power and its biggest maintenance challenge. Metering Units require specialist rebuilding; they are not a casual parts-swap item. Revington TR in the UK is the most respected rebuilder. The Pressure Relief Valve (PRV) is a common failure point and available as a reproduced item, but quality varies. Only buy PRVs from recognised TR6 PI specialists.

For carburettor TR6s, the Zenith-Stromberg 175CD carburettors are generally well-served by rebuild kits from Burlen and standard TR6 suppliers. Diaphragms, needle jets, and float valves are all available — use Burlen parts where possible for fuel compatibility.

Water pumps, brake calipers, and rear hub bearings are standard restoration items, well-supported by the main TR6 parts suppliers and in some cases by generic bearing suppliers (use named bearing brands: SKF, NSK, FAG).

Suspension: Rear Trailing Arms

The TR6's rear suspension uses independent trailing arms with solid rubber bushes — and those bushes are the single most-replaced suspension item on any TR6. Rear trailing arm bush replacement transforms the handling of a tired TR6 more than almost any other single job. Bush kits are widely available and relatively inexpensive; do not skip them in any restoration.

Front wishbone bushes, anti-roll bar links, and front ball joints are all standard restoration items. Springs are available in standard specification and in uprated form from Revington TR and Triumph Tune for those who want improved handling without sacrificing road manners.

Electrical: The Lucas Reckoning

The TR6's wiring is Lucas equipment from the early 1970s — which means insulation that has hardened and cracked over 50 years, connector blocks that corrode, and a wiring loom that benefits enormously from replacement. Full loom replacement kits are available from the main TR6 suppliers and from specialist auto-electrical firms. The alternator conversion (replacing the original dynamo where fitted) is a popular and sensible upgrade.

The overdrive relay is a common failure point on cars with the optional Laycock J-type overdrive — and most TR6s have overdrive, as it was standard on US models and very common elsewhere. Replacement relays are inexpensive and available; sourcing a spare is always sensible.

Interior: Hood and Seats

The TR6's interior is well-supported. Seat cover kits in original leather and vinyl are available from the main suppliers and from interior specialists. Carpet sets in original colours are available. The dashboard top is a common casualty on US-market cars that spent decades in direct sunlight — reproductions are available but vary in quality.

The soft top (hood) is a priority item on any TR6 used in varying weather. See the FAQ section for detail on avoiding cheap kit pitfalls.

Where to Source TR6 Parts

The TR6 is well-served by the classic British car parts trade, but supplier strengths vary. Here is an honest breakdown of who stocks what and who to go to first.

What to Avoid

The TR6 parts market is well-supplied — but not uniformly. These are the areas where cheap or incorrect parts cause real problems.

• Cheap pattern body panels. Particularly sills and floor pans — these are structural. Pattern sills often use thinner gauge steel than original, have poor seam welding, and fit badly enough that gaps allow water ingress, restarting the rot cycle. Buy sills from Rimmer Bros, Moss, TRF, or equivalent specialists. The price premium over a generic eBay listing is not optional on structural components.
• Non-spec brake components — particularly for rear inboard discs. The TR6 uses inboard rear disc brakes, an unusual arrangement that makes brake component specification important. Non-spec calipers, pistons, or pads that work poorly in the inboard position cause uneven wear and brake balance problems. Use components specified for the TR6 from recognised suppliers. See our safety components guide for why pattern brake parts are never acceptable.
• Lucas electrical reproductions not to original spec. The TR6's wiring and switches are specific items. Cheap generic toggle switches and connectors that are "close enough" cause intermittent faults that take hours to trace. If you are replacing loom sections or switches, buy from TR6 specialists using correctly-specified components — not generic auto-electrical suppliers who may not have the correct connector types or wire gauge.
• Unknown-brand fuel injection parts for PI cars. The Lucas PI system is a precision mechanical fuel injection system that is genuinely sensitive to part quality. Pressure Relief Valves from unknown sources, non-spec injectors, or poorly rebuilt Metering Units cause running problems that are difficult to diagnose and expensive to rectify. For PI system work, use Revington TR or another recognised PI specialist — not generic listings.
• Soft top kits without the correct frame fittings. The TR6 hood is not a one-size-fits-all item. Hood frame design changed during production, and kits that don't include the correct frame fittings, rear quarter windows (where applicable), and appropriate seals produce a hood that leaks, distorts under tension, and wears prematurely. Buy a complete kit from a supplier who specifies it as TR6-compatible, not a generic British sports car hood.
• Cheap carburettor diaphragms for Stromberg ZS units. The Zenith-Stromberg 175 CD carburettor uses a rubber diaphragm that is sensitive to fuel ethanol content. Cheap diaphragms swell and harden with modern fuel, causing incorrect mixture and flat spots. Use Burlen (who owns the Zenith-Stromberg brand) or quality reproductions from the main TR6 suppliers — they use ethanol-compatible materials. See the supplier directory for further sourcing guidance.